Formula 1 will briefly be jumping across the Atlantic to Canada at the start of June. Despite the long journey, the majority of the teams have brought small updates with them, including Red Bull and Mercedes from the top group. However, some of their opponents are saving themselves the effort this time. Motorsport-Magazin.com has an overview of the latest technology news from Montreal.
RedBull: Only the rear wing geometry is new on the RB20, or rather optimized to generate more downforce while still maintaining acceptable airflow stability. Enlarged front brake cooling is primarily due to the demanding track in Montreal for the brakes.
- Rear wing
– new profile for more load - Front brake cooling
– larger discharge (route-specific)
Mercedes: The new front wing, which was only used by George Russell in Monaco, is now used by both drivers. It is complemented by a slightly different arrangement of the track rod and lower wishbone. This is intended to make better use of the air flow and direct it to the underbody. In the rainy FP1, however, both drivers ended up driving with the old front wing.
- Front suspension
– Tie rod and lower wishbone repositioned - Front brake cooling
– Larger inlet
AstonMartin: Those looking for answers in Canada only have an adapted beam wing with them. This is now supposed to generate more load, especially at the ends.
Williams: The diet continues. In Canada, there are slimmed down tension rods for the rear suspension, which also allow a greater range of height adjustments without changing the basic geometry. A shorter steering arm is available on the front of the suspension, which changes the ratio between steering angle and wheel angle and is hoped to make the car easier to control.
- Front suspension
– Shortened steering lever - Rear suspension
– Lighter tension strut with more setup options
Racing Bulls: Here, the package with less downforce required for Canada is being refined slightly, namely with changes to the front and rear wings. The rear wing is designed to generate the same downforce more efficiently thanks to the redesigned profile of the upper element. The front wing has been made slightly smaller to work better with the rear wing.
- Front wing
– shortened chord and angle of incidence for less load - Rear wing
– Camber and angle of incidence reprofiled for greater efficiency
Clean: With the high-downforce rear wing in Monaco, Sauber had already announced a change in the rear wing concept, namely to a single pylon in the middle. The new, smaller rear wing with this design is now making its debut in Canada. As is usual with more substantial rear wing updates, there is also a new beam wing as a complementary part.
- Rear wing
– New profile of both main elements for high-speed tracks - Beam Wing
– New profile for interaction with rear wing for high-speed tracks
Haas: Finally, there is only one minor adjustment at Haas, driven by the lower downforce requirements of Montreal. A less inclined front wing flap is available if necessary to achieve less load but at the same time more efficiency.
Ferrari, Alpine and McLaren travelled to Canada without any new parts. All three have already used the necessary low-downforce parts and larger cooling shafts at other points this season, and are otherwise saving themselves the trouble of delivering updates here of all places during their short visit to America in the middle of the European season.